Truck.



F. W. HUSSEY & C. H. DUTY.

TRUCK.

APPLICATION FILED JUNE 20, 1912.

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Patented Apr. 14, 1914.

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P. HUSSEY & C. H. DOTY.

TRUCK.

APPLICATION FILED JUNE 20, 1912. 1,093,560. Y Patented Apr. 14, 1914.

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WITNESSES u INVENTOR BY mw v ,coLUMulA PLANOGRAPH co.,\vAsmNuTON. DA c,

UNITED sTATps PATENT OFFICE.-

FRANK W. HUSS-EY AND CHARLES H. DUTY, 0F COLUlVIBUS, OHIO, ASSIGNORS,'IiO KILBOURNE AND JACOBS MANUFACTURING COMPANY, OF COLUMBUS, OHIO, A

CORPORATION OIE" OHIO.

TRUCK'.

Specification of Letters Patent.

Patented Apr. 14, 1914.

Application filed June 20, 1912. Serial No. 704,762.

To all whom t may concern Be it known that we, FRANK 1V, Hussey-.-

and CHARLES H. DOTT, citizens of the United States, residing atColumbus, in the county of Franklin and State of Ohio, have inventedcertain new and useful improvements in Trucks, of which the following isa specilication.

Our invention relatesto improvements designed especially for use ontrucks of the style having one or two wheels at the forward end, andlegs and handles at the rear end. It is, however, not confined to use insuch a structure, as the features herein de scribed are applicable aswell to the bed and frame of a four wheeled baggage or express truck;and we therefore do not confine the use of our invention to anyparticular style of truck.

The invention consists especially in an improved construction ofsidesill combined with a nose portion preferably being integraltherewith; also in an improved cross bar or bracing construction betweenthe sidesills; also in an improvement in the construction for thepositioning and fastening of the handle pieces, which are preferablymade of wood. These and other features of our construction will appearmore clearly in the description hereinafter given, in the claims.

In the drawings which are hereto attached, and hereby made a part of thespecilication, Figure 1 shows a top plan view of a truck, embodying ourimprovements. Fig. 2 shows a side view of the truck in Fig. 1. Fig. 3 isa cross section showing the application of the leg braces to the crossbar between the sidesills. Fig. a shows one form of construction forapplying the cross bar to the side sill. Fig. 5 shows another form ofconstruction for applying the cross bar to the side sill. Fig. 6 showsthe construction for positioning and fixing the handle pieces. Fig. 7shows the tie rod and bracing construction applied to the truck on across bar other than the rearniost one. Fig. S is a section along theline S-S of Fig. 1, showing the cross bar and tie rod forming theconnection between the side sills and the manner of uniting said bar androd with the side sills.

vclearly illustrated in Fig. 6. piece 11 1s inserted m the sleeve 3, andfits in Referring to the drawings, in which the same numeral indicatesthe same part throughout, 1 is a side sill of the truck formedpreferably of a pressed steel angle facing inwardly, the angle beingshaped at 4one end to form the upturned portion 2, in-

tegral with the side sill. At its other end, the side sill has formedthereonthe rectangular sleeve 3 for the reception of the wooden handlepiece 4, which is slightly beveled or cut away on the inner end of theupper face thereof, as appears at 5, and is The handle the angle of theside sill 1, and is secured in place by the bolt 6; and as the nut 7thereon 1s turned into place, this end of the handle ipiece is sprungupwardly (see Fig. 6) and the engagement of the handle with the sleeveis` thereby assured under all conditions. As the handle is likely tobecome more or less worn in its bearings by use, the provision of thebevel 5, in conjunction with the bolt 6 assures a tightening means forthe handle, which is a valuable feature for truck constructions. It isnoted that the handle where it fits into-the sleeve 3 is rectangular incross section, and has preferably the same form where it fits into theangle of the side sill 1, for the simple reason that a more secureapplication can be made to the sleeve and the angle of the side sillwith that form of construction.

At 8 is shown a wheel having its bearing at 9 in the bearing member 10,which is applied to the angle of the side sill 1, and secured thereto bythe bolts 11 and 12, in such manner that the bearing member 10 itselfbears against the depending flange of the angle of the side sill, and isthereby supported against lateral movement.

The crossbars are shown at 13, 14.-, 15 and i cially at 19. The purposeof the truss is obviously to strengthen the cross bar and render it morecapable of supporting the heavy loads which such trucks are usuallyrequired to carry.

Referring especially to Fig. 4, the channel cross bar 20 is shownapplied to the angle of `of the side sill 2l by means of the rivet shownat 25, disclosed by breaking away the flange of the cross bar.

In Fig. 5 is shown an optional construction for applying the channelcross bar to the side sill. which construction is illustrated also inFig. 8. In this form the channel 16 has a lug 26 formed at its end whichis inserted through side sill opening 4:0 and secured bythe rivet 27(Fig. 8) the opening 28 receives the tie rod 80 as hereinafter setforth.

.Referring especially to Fig. 8, we employ with as many of the crossbars as desired a tie-rod 80, which passes through the side sills ,atits ends and is secured in place by means of the nuts 81 and 82. The tierod lies within the channel cross bar 16 and the leg braces 88 and 84Eare inserted at their upper ends into the channel and are securedthereto by the bolts 85 and 86. Said leg members are each provided withan opening shown at 87 and 88 through which the tie rod 80 is passed,and these openings 87 and 88 are in a lower plane than the openings 28and 29 formed through the side sills for the reception of the tie rod80. The effect of passing the tie rod 80 through said openings, two ofwhich lie in one plane and two of which lie in a lower plane, is totruss the rod 80, whereby its bracing and strengthening effect on theside sills is increased.

Referring especially to Fig. 7, there is illustrated the tie rod 11,which is used in connection with the cross bar 15, and in thisconstruction the truss eect. on the rod 41 is produced by the bridge 12,fitted into the channel of the cross bar 15 preferably at its middlepoint. It is apparent that two or more bridges might be used, but suchconstruction would merely multiply parts and increase cost Withoutgiving a proportionate additional degree of strength. Therefore, we showas the preferable construction only one bridge in each cross bar for thepurpose of trussing the tiered used therewith. It is not deemednecessary to illustrate the entire length of the cross bar and tie rodin Fig. 7, and they are therefore shown 'broken away at their ends, thepurpose being merely to illustrate the application of the bridge member.Reference to Figs. 3 and 8 will disclose the complete construction andconnections for the cross bar and the tie rod with each other, and withthe side sills.

Referring especially to Fig. 2, the construction of the leg is shownforlned preferably of the member -ft8 secured to the side sill at #14,and the member 45 which is secured to the sleeve 8 by the countersunkbolt 46. T he leg` therefore at both of its ends is connected with theside sill and has no association with the handle piece +L. In the apex417, formed by the leg members 4:8 and 15, is secured one end of' theleg brace 88 by means Yof the bolt or rivet 49.

Preferably the tie rod is omitted in connection with the cross bar 18,the rearward flange of which is cut away at its ends to admit theextension 50 of the wheel bearing member 10, said extension 50 thereforebeing seen to be braced laterally both by the side sill 1 and theabutting fiange 51, from which a portion has been removed to accommodatethe extension 50.

Referring to Fig. 1, the nose bar 52 is shown secured to the upturnedends 2 and 2 of the side sills, the bar 52 being welded or brazed orsecured in whatever manner may be preferable.

The prominent features of our truck construction are adapted to avariety of trucks, and consist especially in the use of the variousfeatures pointed out, namely, the angle side sill bent upwardly at oneend and having a sleeve formed at its other end for the reception of thehandle piece; the handle piece slightly beveled on the upper face of itsinner end, which provides for the adjustment. of the securing means atwill to render the handle at all times perfectly tight and secure; thetrussed channel cross bars secured to the side sills either with lateralor horizontal lugs formed on the crossbar, and the truss tie rodassociated with the cross bar, the trussl effect being produced in therearmost cross bar by the leg braces themselves, and in the other crossbars by the use of a bridge; the application of the leg members whollyto the side sill, instead of connecting them with the wooden handlepieces, our construction affording greater strength and simplicity; andlastly, the cutting away of one of the flanges on one of the cross barsat the ends to accommodate the wheel bearing members, which are appliedto the side sill.

We do not confine ourselves to the specific forms of constructionillustrated and described, but desire to have the advantage of anyconstruction falling within the scope of the appended claims.

`What we claim is:

1. In a truck an angle sidesill having a rectangular sleeve formed atone of its ends, a handle piece constructed to be inserted y into saidsleeve and applied t-o the flanges of said side sill, the upper face ofthe inner end of said handle piece being beveled, and means foradjustably securing the inner end of said handle piece to the side sill.

2. In a truck having angle sidesills facing inwardly, a channel crossbarsecured at its ends to said sidesills, leg braces secured at one end tosaid orossbar, and a tie rod secured at its ends to said sidesills andbeing engaged by said leg members to truss said tie rod.

3. In a truck an angle side sill having a sleeve formed at one endthereof, a handle piece adapted for insertion into said sleeve and theangle of said side sill, and means for 15 scribed our nalnes atColumbus, Ohio, on 20 this 17 th day of June, 1912, in the presence oftwo Witnesses.

FRANK W. HUSSEY. CHARLES H. DUTY.

itnesses lV. L. BAXTER, LYDIA JONES.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents, Washington, D. C.

